Internal-combustion engine



June 21, 1927.

E. R.l BURTNETT INTERNAL coMBUsT'IoN ENGINE SheptsK-S-et 1 Filed Feb. 4, 1924 .i E 1,632,879 June 2l 1927' E. R. BURTNETT INTERNAL coMBUsTIoN ENGINE Filed Feb. 4, 1924 2 sheets-sheec 2 i dye/62% ad A i r l 'jaketedtype and in' which is formedlafpairj of combustion 'chambers 11 and T12-rand a gaseous fuel :purnp'ngor precorupfjss'ion- Y' @@SYIOWDQ preferably arrangedjina "row, with Vheir faires` Patented June 2l, 1927.

UNITEDSTATES.

1,632,879 'PATNrjo Flflclszf.i

EvEBE'r'r n, BURTNETT, or LOSANGELES, canirciiinra',`,."issrcfivon, EY DIRECT Ann FORMIA, A VOLNTAY TRUST.

MESNE ASSIGNMENTS, j'ro THEAU'roMoTrvE VALVES oo., or Los ANGELES, CALI- rNrEnNAL-coiviusrio'iv EivGINE.

Application nea February 4, i924. serial No. 690,648.

My invention relates to an internal combustion engine of the two strokecycle type., and has for its principal objects, the provision of a relatively sim-ple .engine structure wherein two combustion cylinders that are 'joined by a clearance chamber common to both, has combined therewith, a pumping cylinder wherein gaseous fuel is compressed and inducted under pressure into the combu'stion cylinders and said pumping cylinder having associated therewith a sleeve that functions as a valve for controlling the admissionof gaseous fuel into said pumping cylinder; to provide a two stroke cycle engine of the character referred to, in which 'very high compression can be accomplished and made use of, without bringing about detonation, and its undesirable and destructive results and further, to provide an engine that has great strength and durability, is practically silent in operation, capable of being easily and cheaply produced and in which, the port capacity is very great as compared to the volume of cylinder displacement.

With the foregoing and other objects in view', my invention consists in certain novel features of construction and arrangement of parts that will be hereinafter more fully described and claimed and illustrated in the accompanying drawings inV which F ig. 1 is a side elevational View of -my improved engine withv the 'crank case broken away to show the crank therein.

Fig. 2 is an end'elevational View of the engine.

Fig. 3 is' an enlarged vertical section 'taken on the `line 3 #3 of Fig; 1. l

Fig. f4 is an enlarged vertical Section taken on 'the line Ll-cof Fig; 1. y Y

Fig.l 5 is a horizontal section taken on the line 5-5 of Fig. 1.

Fig; 6 isan enla'r ed vertical section taken on 'the line 46--46 -o V v Referring by numerals to the aceomp'anfy- Singdrawin'gs, which illustrate a lpractical embodiment of invention, `1 0 designates' a cylinder block, preferably of the 'water climber '123.` These: elil-arabers are,

parallel andoceupying' thefsaine piane.

Block 10 i surmounts a crank case 14,

vformed in two or more parts and provided with 'suitably arranged bearings lfor a crank shaft 15( This crank shaft has a crank'16 Athat is located beneath the combustion chambers 11 andV 12 and with a crank 1.7 that, is 'located `beneath pumping chamber 13.

Crank 16is approximately 225 degrees in advance of crank 17, in the direction of crank rotation.

Arranged for operation within chambers v1 1 and 12 are, respectively, pistons 18 and 19 Aand connecting said pistons and c'rank16 are ordinary connecting rods 20. n l Arranged for reciprocatory )movement within pumping chamber 13, is an openend'ed sleeve 21 and' arranged for reciprocatory movement therein is n; numbing piston i12-that is' connected to crank 17 by an ordinary connecting rod 23.

Formed through the wall of block 10y and communicating with the intermediate portion of chamber 11 is an exhaust port 211 that is wholly uncovered and Aopen only when piston 18 is ythey lower` or outer end of its Stroke;

Formed through the wall of block 10 and communicating with the intermediate portion of chamber 12` isa compressed gaseous fuel inlet port 25 that is whollyuncovered and open, onlyy when the pistoni 19 is at the 'lower or outer` end of its stroke andl communicating with said port'25 is the lower end of an inclined gaseous fuel transfer duct 26. y n l, Y

Secured on 'top of block 10 is a head block 27, that has a cooling fluid circulating chamber 28, and formed in the underside `thereof is a pocket or recess 29 thatestablishes communication between the upper ends of chambers 11 and'12 and said recess performing the functions of a common clearancer chamber for the two combustion chambers as wellas a combined compression, ignition, combus` .tion and expansion chamber.

`19Seateel 'in'y block 27 preferably at a point above chamber 12, 'isa-spark plug 30 and :the-inner endsV of the electrodes thereof, `project fin'to the 1chamber -29.

j Esmee in are anaal-sae or uaafbiockl 29 .anag-oaimunieaang with, @hanter is' is a :ighorto'utlet' fpassageway that leads fthreughfthejside create-head block and comniunicates directly with the upper end of transfer duct 26.

Formed through the wall of block andV that is uncovered and open as sleeve 21 moves on its downward or outward stroke.

The upper portion of the sleeve carries one or more packing rings that bear against the inner surface of the wall surrounding chamber 13 to provide a leak-proof joint and pivotally connected to the lower portion of said sleeve is the upper end of a connecting rod 32, the lower end of which is journalled on the crank 33 of a shaft 34.

This crank shaft 34: is journalled in suitably located in the crank case and .it is driven at the same speed and synchronously :with crankshaft 15, by gearing such as 35,

or by any suitable driving mechanism.

In the operation of my improved engine, gaseous fuel, from .a suitable source of supply is drawn into pumping chamber 13 as the piston thereinlmoves downward on its suction stroke and while inlet port 31 is uncovered and open, it being understood that sleeve valve 21 that controls said port 31 is reciprocated in proper time relation to piston 22 by crank 33 and connecting rod 32.

Sleeve v21 moves upward to close port 31 slightly in advance of the upward stroke of Vpiston 22 and as the latter moves upward,

the gaseous fuel charge is compressed within the .upper portion of chamber 13 and in transfer duct 26. l i

As pumping piston 22, approaches and passes high center, piston 19 in chamber 12 passes below and uncovers port 25 and` simultaneously, piston 18 passes below and kuncovers exhaust port 24. As a matter of fact, the exhaust port 24 starts to open or is uncovered slightly iiiadvance of the uncovering of port 25 due to the fact that said exhaust port is slightly wider than said port 25. Y N

Thus as transfer 4ort is uncovered, the compressed gaseous uel will rush into and through chamber 12, thence through connecting chamber 29 and thence downward through chamber 11 and, in so doing, the inrush of gaseous fuel drives before it, the burnt gases and products of combustion from the previously ignited charge `and these burnt gases find exit from chamber 11 through exhaust port 24. 1

It will be understood that pistons 18 an 19 operate simultaneously, inasmuch as they are connected to the saine crank and, as said pistons start to move upward, inlet port 25 and exhaust port 24 are closed and during the remaining portion of the upward stroke of said pistons, the charge of gaseous fuel admitted Ato the combustion chambers l1 and v12 and whatever residual products of combustion remain in said chambers will be compressed in the upper portions of said combustion chambers and in the common clearance chamber 29.

As the pistons 18 and 19pass high center or immediately thereafter, the compressed gaseous fuel charge will be ignited by a spark produced `between the terminals of the electrodes ofplug 30 and the expansion attending combustion of the ignited charge will drive the pistons downward on their power stroke, and the power and motion thus produced will be transmitted. directly to theciank shaft 15. Thus it will be seen that I have provided a relatively simple, strong, rugged and durable two stroke cycle combustion engine unit that embodies a pair of connected combustion chambers, a gaseous fuel pumpingcylinder and a sleeve valve for controlling the admission of gaseous fuel into-thejpumping cylinder and which enginemay be operi ends by a common compression and combustion clearance chamber and a piston within each of the two combustion cylinders, the pumping unit consistingof a single cylinder, the three cylinders being arranged in a `row with their axes parallel, a charge volume inlet port leading from the chamber in the `pumping' cylinder to the chamberin the adjacent combustion cylinder, vsaid pumping cylinder being provided witha gaseous fuel inlet port, a sleeve arranged for-operation within the pumping cylinder, a piston arranged for operation within the sleeve in said pumping cylinder, a crankshaft, connections between the pistons in the three cylinders andv said crank shaft, means for reciprocating said sleeve in time relation of one to one to the crank shaft and the crank throws of said crank shaft t0 which the piston in the pumping cylinder is connected being angularly disposed relative to the crank to which the pistons in the combustion cylinders are connected so as to causethe pumping piston to reach head end dead center as the inlet port between the pumping chamber and combustion chamber has been closed and as the sleeve valve opens the aseous fuel in- 4 letport to the pumping cham er.

2'. In an internal combustion engine, two cylinders, the chamber thereof being joined at the head end by a single clearance chamber, the said clearance chamber being common to each of the two cylinders as a compression, ignition, combustion and expanf sion chamber, pistons Within each of the cylinders commonly joined by the said combustion chamber, a pump cylinder the axes of the three cylinders being arranged parallel with each other and in the same plane, a sleeve within said pump cylinder, a piston arranged for operation within the sleeve of the pump cylinder, a crank shaft having two cranks, one of which is disposed substantially 225 in advance of the other in the direction of crank rotation, there being ports formed in the wall of the said pump cylinder and controlled by the said sleeve within the pump cylinder for the admission of gaseousv mixture into the pump cylinder, a driving connection between the sleeve and the working parts of the engine whereby the sleeve is caused to operate in time ratio one to one with the piston operating within said sleeve, a transfer duct leading from the clearance chamber of the pump cylinder to one of the two cylinders joined by the clearance chamber common to both and there being exhaust ports formed in the wall of the other of the two cylinders joined by the said common clearance chamber.

3. In an internal combustion engine, a two stroke cycle function unit, two combustion cylinders, each having ports formed in their respective walls and each of the cylindrical chambers formed within the two cylinders being joined withcthe other at the head end by a connecting chamber, a piston arf ranged for operation within each of the said two combustion cylinders, a crank shaft, the said'two pistons of the combustion cylinders being separately connected to said crank shaft, a third cylinder the axes of the three cylinders being arranged parallel with each other and in the same plane, a sleeve arranged for operation wit-hin said third cylinder, a third piston separately connected to the crankshaft and arranged for operation within said sleeve, thev crank to which the two combustion pistons are connected being disposed substantially 225 in advance of the other crank, in the direction of crank rota tion, there being ports formed in the wall of the third cylinder for the admission of gaseous fuel mixture, the sleeve within the third cylinder arranged so as to function as a valve for opening and closing said` admission ports of the third cylinder, a cylinder head common to each of the three cylinders, an a1'- rangement of the cranks of the crank shaft, whereby thel pist-on of the third cylinder pumps a charge of fresh gas into the two cylinder chambers joined b-y the common clearance chamber, once each revolution of the crank shaft and means for operating the sleeve, whereby the ports of the third cylinder are opened for the full duration of each suction stroke of the piston within the sleeve and the third cylinder successively.

In testimony whereof I aiiix my signature.

EVERETT R. BURTNETT. 

